Fluid-pressure brake.



PATENTED OCT. 30, 1906.

W. v. TURNER; FLUID PRESSURE BRAKE.

APPLICATION FILED AUG. 22, 1903. RENEWED MAR. 15. 1906.

2 SHEETSSHEET 1.

. PATENTED OCT. 30, 1906. W. V. TURNER. FLUID PRESSURE BRAKE.

APPLICATION PILED'AUG. 22, 100a. nrmnwzn MAR. 16. 1906.

2 sums-45mm 2,

Atty.

UNITED STATES PATENT oFFroE.

:WA 'TER v. TURNER, OF WILKINSBURG, PENNSYLVANIA, ASSIGNOR TO THEWESTINGHOUSE AIR BRAKE ooMPANY, or P1TTSBURG,.,PENN- SYLVANIA, ACORPORATION oF PENNsYLv NIA.

FLUID-PRESSURE BRAKE.

Specification of Letters Patent.

I certain pressure in the brake-cylinder.

Withthe present standard automatic airbrake apparatuswhen a certainreduction in train-line pressure is made for the purpose of applying,the brakeswith a given force and the brake-valve is set in lap positionwith all ports closed there is no means for supplying the train-pipewith air under pressure in order to compensate for the train-pipeleakage. Consequently it A oftenhapp.ens that where the brakes areheldon' for a considerable time, as in descending a long grade, thefurther reduction in train-pipe pressure, due

' toleakage, causes further graduations of the triple valves and acorresponding increase in brake-cylinder pressure, which thus becomesgreater than was'intendedor desired and usually necessitates areleaseandreapplication of the brakes several times during the descentof the grade. This results in a great waste of air,, as well as indanger of losing control of the-train through depletedauxiliary-reservoir pressure; and one of the objects of my invention isto provide means whereby the train-pipe pressure is automaticallymaintained at any desired degree of reduction While the brake-valve isin lap position and the brakes remain a plied.

Anotherobject is to provide a device by which the brake-cylinderpressure ma also be maintained and any reduction t' ereindue to leakagebe automatically supplied from the-train-pipe. I

In the accompanying drawings, Figure 1 4 is a diagrammatic view showingone form of my improvement applied to a standard auto- 5 matic air-brakeapparatus; Fig. 2, a central sectional view of the regulating-valvedevice; Fig. 3, a centralsectional view of the equalizing-valve, whichis connected to the regulating-chamber: and to the brake-valve-eualizing reservoir; Fig. 4,-a broken sectiona view of-a portion of astandard slide-valve feedvalve device, showing means for connecting myimprovement thereto; and Fig. 5, a central sectional vieW of one form ofmy improved valve device for maintaining the pressure in thebrake-cylinder. 'I

Referring to Fig. 1 of the drawings, the standard Westinghouse air-brakeapparatus is shown, comprising the engineers. brakevalve 1, having theusual connections with the main reservoir-pipe 2, the train-pipe 3, andthe pipe .4, leading. to and forming part of the equalizing-reservoir 5.The brakevalve is also provided with the standard feedvalve device 6,which in this instance is of the so-called slide-valve -t pe and isshown bolted to the sideof the in the usual way.

rake-valve casing Patented Oct. 30, 1906. I i

'The train-pipe 3 includes the usual hose,

couplings, and angle-cocks between the cars and on each caris providedwith the branch pipe 7 leading to the triple-valve device 8, auxiliaryreservoir 9, and brake-cylinder 10,

all ofgwhich is of the ordinary standard con- I struction.

According to. my improvements as applied to the locomotive this standardequipment is also provided with a regulating-valve device 11, havingpipe connections 12 with the main reservoir-p1pe, 13 with thetrain-pipe, and 14' with the equalizing-valve device 15, which is alsoconnected b pipe 16 with the equalizing-reservoir of t e brake-valve.The regulating-valve device, as shown in Fig. 2, comprises a casinghaving two chambers 22 and 23, separated by. a diaphragm or movableabutment 24v for operating the valve 25 to control the'supply of airfrom the main reservoir and pipe 12 to the train pipe chamber 23 andpipe 13, leading to the train-pi 'e, ac-' cording to the pressure in theregu atingchamber 22, which is connected to the equalizing-valve by pipe14. v

drum or reservoir 18 is connected to the regulating-chamber 22 merelyfor the purpose of enlarging or increasing the capac -1ty of saidchamber, which is supplied with air under pressure through the pipe 17,leading from an additional portor passage 26 in the slidevalvefeed-valve device 6. (See Fig. 4.) As is well known by those familiarwith the art, the passage 33 of this feed-valve device communicates,through passages and ports in the brake-valve, with the main reservoirconnection when the rotary valve is in running position, so that fluidunder ressure from the main reservoir is adiiiittei to the slide-valvechamber 30, in which is located the slide-valve 29, operated by thepiston 34 to control the port 3] leading to the passage 32, which is inopen communication with the train-pipe, the leakage by the piston 34,being governed by the usual spring-pressed diaphragm-valve, which is setto close at the desired normal train-pipe pressure, thereby operatingthe slide-valve to close the main feed-port 31 to the train-pipe. thisfeature of my improvement an additional port 27 is made through theslidevalve 29 and is adapted to register with a port 28 in the seatleading to'the passage 26 and pipe 17,,whereby the regulating-chamber 22will be supplied with fluid under pressure from the main reservoirswhenever the engineers brake-valve is in running position and the port3] is open for feeding up the train-line.

The pressure of the regulating-chamber 22 also acts u on the under sideof the diaphragm or movab e abutment 36 of the equalizingvalve device15, (see Fig. 3), which diaphragm operates the valve 37 controlling theoutletpassage from the regulating-chamber to the train-pipe through pipeconnection 35, the

- upper slde of diaphragm 36 being exposed to the pressure of theequalizing-reservoir of the engmeers brakeevalve through pipe 16.Theoperation of this ortion of my improvement is as follows: en thesystem is being charged up with fluid under pressure from the mainreservoir and the engineers brakevalve is'placed iii-running osition,the main feed-P9131; 31 0fthe feed-Va ve device is open, as are also theports 27 and 28, sothat both the train-pipe and the regulating-chamber.

are be supplied from the main reservoir. The regu ating-chamber being ofsmall capacity as comparedwith the tramipe, it is obvious that thepressure in said regulatingreservoir or chamberwould'ordinarily risemore rapidly and to a higher degree than that of the train-pipe unlesssome provision was made for equahzing these pressures, and this is whatis accomplished by the use of the equalizing-valve devlce 15, for assoon as the pressure of the regulating-chamber, which also acts upontheunder side of the diaphragm 36 of the equalizin -valve, rises above thatof the train-pipe, which is always equal with that of theequalizing-reservoir 5 in this position of the brake-valve, thediaphragm 36 will rise by the pre onderance of pressure beneath it andopent evalve 37, thereby allowing any excess pressure of the regulating-Aceording to' chamber to flow out through pi e 35 to the train-pipe andequalize with t 1e pressure therein.

When the brake-valve is placed in service position for making-a certainreduction in the pressure of the equalizing-reservoirfor applying thebrakes, the diaphragm 36 rises, due to the higher pressure of theregulating-chamber beneath it, and the valve 37 is thus held open duringthe period that the train-pi edischarge valve of the engineers brake-Vave is open, so that when the train-pipe has ceased discharging thepressures in the trainpipe and in the regulating-ehamber will beequalized at the desired amount of reduction. In the meantime thebrake-valve has been placed in lap position, in which, as well as inservice position, the passage leading to the feed-valve device isclosed, so that there is no communication with the regulating chamberthrough pipe 17. p i

All ports now being closed, with the brakes applied at the desiredpressure, if there should be any leakage in the train-line, as therealways is more or less, the pressure in the chamber 23 of theregulating-valve would correspondingly diminish, thus allowing thepressure of the regulating-chamber, which is .now held tightly closedandcontaining the desired degree of pressure, to open the valve 25, wherebycommunication from the main reservoir to the train-pipe is establishedand the pressure in the train-pipe raised to that of the regulatin-chan1ber, when the valve 25 again closes. y means of this constructionit will now be seen that the brake-valve may be left in lap positionwith the brakes applied for an indefinite length of time and that alltrain-pipe leakage will be supplied from the main reservoir through theregulating-valve,

- thus holding the brakes applied at the same constant pressure and alsomaintaining the train-pipe pressure constant at the desired amount ofreduction, The brakes may then be released at any time by moving theengineers brake-valve to full release and running positions in the usualway In emergency applications the pressure in the regulatingchamber isreleased to the train-pipe by the opening of the equalizing-valve 37,since the pressure in the equalizing-reservoir on the top of thediaphragm 36 is vented to the atmosphere. Therefore the regulating-valve25 will remain closed and prevent the discharge of main-reservoir airinto the trainipe.

' It will now be evident that as t e trainpi e pressure is maintainedconstant a ainst a] leaks while the brakes are applie any leakage fromthe brake-cylinder may be supplied from the train-pipe withoutinterfering with the auxiliary reservoir or triple valve, and as onemeans of accomplishing this resultI have shown a valve device 19, conbypipe 21 with the brake-cylinder.

41, which may be set for any desired amount.

Two pppositely-arranged valves 42 and 43, having abutting stems orwings, are operated by the diaphragm for controlling the passagethroughthe casing. The length of the abutting wings of the valves isslightly greater than the distance between the opposite valve-seats, sothat when the diaphragm and valves are in their mid-position both valveswill be off their seats, thereby opening com-' munication through thecasing from the train-pipe tothe brake-cylinder. The valves arepreferably loosely mounted, as shown, so

as to readily close tightly upon their seats,-

and' a light spring 44 may be provided for assisting the closureof thevalve, which opens toward the train-pipe. A cock 45 may also be used forcutting ofi communication through the valve device when desired. The

intention is to adjust the spring 41 to hold a certain brake-cylinderpressure at which a train may be safely handledsuch, for instance, asabout twenty pounds. Then it is apparent that ifthe brake-cylinderpressure leaks down to this point the diaphragm 38 will occupy itsmid-position, as shown in Fig. 5, and air from the train-pipe will flowinto the brake-cylinder, compensating for any further leakage andmaintaining the brakecylinder pressure at that point. This device doesnot interfere in any way withthe usual operation of the standardequipment in applying and releasing the brakes.. When an application ofthe brakes is made in which the brake-c linder pressure is highe thanthat for which t e spring 41 is adjust d, the diaphragm 38 is depressedbelow mid-position, thereby allowing the upper valve 42 to close uponits seat and be held tightly closed by the train-pipe pressure. If'thebrakes are now held applied for a long period of time and thebrake-cylinder pressure should leak down to the point'at which thespring is adjusted, the valves will then open and the brake-cylinderpressure be maintained from the train-pipe at that pressurewhich issufficient. for controlling the train.

long rade will never be lost, due to brakecylin er leakage, as now oftenhap ens with the present equipment. When t e brakes are released and thepressure escapes from the diaphragm-chamber 39, the spring 41 holds thelower valve 43 tightly closed upon its seat, thereby preventing esca eof trainpipe fluid to the atmosphere t rough the rake-cylinder.

\ By this means the control of a train descending a It will now be seenthat by'means of my improvements .trains may be operated down longgrades with perfect safetyand with a very economical use ofair-pressure, thereby relieving the drain upon the air-pump and avoidingall danger of losing control of the train.

Having now described my invention, what I claim as new, and desire tosecure by Letters Patent, is

1. In a fluid-pressure brake, thecombination with a train-pipe andengineers brakevalve, of a valve for controlling the supply of fluid tothe train-pipe, a movable abutment subject to the opposing pressures ofthe trainpipe and a regulating-chamber for operating said valve, meansfor supplying fluid under pressure to said chamber, and a device sepa'rate from thebrake-valve for reducing the pressure in said chamber withthat of the train-pipe in service applications.

2. In a fluid-pressure brake, the combination with a train-pipe andengineers brakevalve, of.means operated by the opposing pressures of thetrain-pipe and a regulatingchamber for controlling the supply of fluidto the train-pipe, and a valve device separate from the brake-valve forreducing the pres sure in said chamber with that of the trainpipe inservice applications.

3. In a fluid-pressure brake, the combination with a train-pipe andengineers brakevalve, of a'valve for controlling the supply of fluidfrom the main reservoir to the trainpipe, a movable abutment subject tothe opposing pressures of the train-pipe and a regution with anengineersbrake-valve having main reservoir, train pipe andequalizingreservoir connections, of-means operated by the opposingpressures of the train-pipe and a regulating-chamber for controlling thesupply of fluid from the main reservoir to the train-pipe, and a valvedevice controlled by the pressure of the equalizing-reservoir forreducing the pressure in said regulatingchamber with that of thetrain-pipe 1n serve ice applications.

5. In a fluid-pressure brake, the combina- .tion with an engineersbrake-valve having -ma1n-reservo1r, train-pipe and equalizingreservoirconnections, of means operated by the opposing pressures of thetrain-pipe and a regulating-chamber for controlling the supply of fluidfrom the main reservoir to the train-pipe, a valve for reducing thepressure in said regulating-chamber with that of the train-pipe inservice applications, and a movreservoir to the train-pipe while thebrakes.

are applied, a port controlled by the feedvalve device .for supplyingfluid from the main reservoir to the regulating-chamber, and a valvedevice controlled by the pressure of the equalizing-reservoir forreducing the pressure of said regulating-chamber with that of thetrain-pipe in service applications.

7. In a fluid-pressure brake, the combination with an engineersbrake-valve having main-reservoir, train-pipe and equalizingreservoirconnections, of means operated by the opposing pressures of thetrain-pipe and a regulating-chamber for controlling .the supply of fluidfrom the main reservoir to the train-pipe when the brakes are applied, avalve controlling communication from the regulating-chamber to thetrain-pipe, and a movable abutment or diaphragm subject to the opposingpressures of the regulating chamber and the equalizing-reservoir foroperating said valve.

8. In a fluid-pressure brake, the combination with an engineersbrake-valve and train-pipe, of means operated by the opposing pressuresof the train-pipe and a regulating-chamber for controlling the supply offluid under pressure to the train-pipe while the brakes are applied, avalve for reducing the pressure in said regulating-chamber with that ofthe train-pipe in service applications, a diaphragm for operating saidvalve, and means operated by the brake-valve for controlling thepressure on said diaphragm.

9. In a fluid-pressure brake, the combina-.

tion with means for supplying-fluid under pressure to the train-pi eWhile the brakes are applied, of a valve evice subject to thebrake-cylinder pressure for controlling communication between thetrain-pipe and brakecylinder.

10. In a fluid-pressure brake, the combination with means formaintaining train-pipe pressure While the brakes remain applied, of avalve device operated by brake-cylinder pressure for controllingcommunication from the train-pipe to the brake-cylinder.

11. In a fluid-pressure brake, the combination with a train-pipe,auxiliary reservoir, triple valve and brake-cylinder, of a valve deviceoperated by brake-cylinder pressure for controlling communication fromthe train-pipe to the brake cylinder.

12. In a fluid-pressure brake, the combination witha tram-pipe,auxiliary reservoir, triple valve and brake-c linder, of a valve deviceindependent of t e triple valve for controlling communication from thetrainpipe to the brake-cylinder while the brake is applied.

13. A valve device for fluid-pressure brakes, comprising a casing havingan inletopening for connection with the train-pipe, an outlet-openingfor communicating with the brake-cylinder, a valve for controlling thepassage through the casing, a movable abutment subject to brake-cylinderpressure for operating said valve, and a spring opposing thefluid-pressure on the abutment.

v14. A valve device for fluid-pressure brakes, comprising a casinghaving a passage adapted to be connected at one end to. the train-pipeand at the other end with the brake-cylinder, two oppositely-seatedvalves controlling said passage, and a movable abutment or diaphragmexposed to brakecylinder pressure for operating said valves.

15. A valve device for fluid-pressure brakes, comprising a casing havingports "adapted to be connected to the train-pipe and brake-cylinderrespectively, a valve for controlling the passage through the casing,and means operated by a certain brake-cylinder pressure to open saidvalve' and by'a pressure either higher or lower than said amount toclose said valve.

In testimony whereof I have hereunto set my hand.

WALTER V. TURNER. Witnesses:

R. F. EMERY,

Ms. B. MACDONALD.

